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passengers avoid stressful drives and traffic delays, and quick trips also eliminate the need for overnight
lodging and other additional expenses.
Managing overall travel spend is on the minds of all corporate travel managers throughout the country,
according to the National Business Travel Association. If you can charter a smaller plane, paying less per
seat-mile, and less per hour, and accomplish travel missions, larger corporations may also consider
Klapmeier's personal transportation idea--not just the independent professional.
Cirrus Design’s SR22-GTS model, which debuted two years
ago, comes fully loaded with almost every imaginable upgrade.
Although it’s not included, air conditioning can be easily added.
"Since our business model has shown tremendous
acceptance with piston, single-engine aircraft, we'll focus
on the continued expansion of the air-taxi operation and
further development of a personal transportation
network," he said.
Steve Hanvey, CEO of SATS Air, observed, "The air-taxi
concept is successful because people sense there's a
high ratio of value to cost."
Cirrus' "personal jet"
During a June 2004 AJ interview, Alan Klapmeier said
Cirrus planned to produce "a single-engine, turbinepowered
personal jet," but it wasn't until recently that he
provided details about the aircraft's design.
"Although we haven't begun the process of a prototype
of our jet, I assure you we're not producing a VLJ," he said.
Klapmeier said Cirrus would manufacture a "personal jet." That concept is based on an all-pilot-design aimed
for pilots' comfort. The jet will have controls on both sides of the cockpit, so it could be a two-pilot operation.
The first phase of a marketing strategy, he said, would be to "get the industry and the press to stop clumping
all these airplanes together as very light jets." As an example, he explained that the 12,000-pound Embraer
VLJ and Aviation Technology Group's Javelin have little in common.
"We think that the first thing that needs to be done is to separate the concept of VLJs from personal jets, to
recognize they're different category airplanes," he said. "We're not a VLJ, and we're not a smaller business
jet. We're talking about aircraft for personal use. The single most important criterion is the ease of operation,
which is why I'm not sure I'd throw the Javelin into this category."
In other words, he doesn't believe the Javelin's focus is ease of operation.
"The Javelin will be a very fun airplane for personal operation, but I wouldn't put the majority of our customers
in one," he said.
He said he would consider Diamond's D-Jet and Excel-Jet's Sport-Jet in the personal-jet category, but
couldn't say how Cirrus' personal jet would compare, because the company's jet is only at the initial paper
design phase.
Klapmeier says another difference between a personal jet and VLJ is training and operating requirements. A
VLJ, such as the Eclipse 500 or the entry-level jet offered in the Citation Mustang, reaches higher speeds and
higher altitudes, compared with personal jets. For example, both the Eclipse 500 and Citation Mustang will
reach a 41,000-foot ceiling, compared to the D-Jet, Sport-Jet and Cirrus' PJ, which will reach a 25,000-foot
ceiling.
"The Eclipse and Mustang have similar altitude and speed capabilities that require 'professionally' trained
pilots," he said. "So the industry needs to focus on the concept of a personal jet. How does that concept fit
into the market? How does a personal jet fit into the air traffic control system? What types of people would
operate these airplanes, and what kinds of pilot requirements would be necessary for safe operation? That's
what we really think needs to be the industry's focus."
Compared to corporate jets, he said Cirrus' PJ would operate much the same way as its SR22 four-place,
single-engine pistons. He said that would be achieved by "limiting the jet's performance and staying within the
capabilities of pilots moving up from a high-performance SR series piston."
He added that it was time someone designed a front-left-seat jet, the same concept the company has used
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for its current composite piston planes, designed with the pilots' comfort in mind.
Cirrus Design’s SR22-GTS cockpit is a private pilot’s dream. The
interior, specifically designed for pilot comfort, includes avionics
that respond to pilots in an intuitive way, making the aircraft easy
to fly.
"Our PJ will actually be complementary to current VLJs,
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